Reaction--impulse--counterrotating--airfoil

ABSTRACT

This invention relates to a self-contained flight machine that may function in and of itself as an aircraft or that may form a part or all of the lift and/or propulsion element or elements of an aircraft. The invention consists of two separate airfoil systems, each borne upon and radially extending in the horizontal plane from a concentrically located shaft, about which they are driven in rotation and counterrotation by the reaction of two or more propulsion engines mounted upon the radial extremity of the airfoils of one of the systems; the exhaust impulse of the aforesaid engines is employed to drive the other airfoil system in counterrotation, thusly constituting an impulse reaction drive system. The drive is encompassed by an aerodynamic duct borne upon the radial extremity of the airfoils of the counterrotation system. This ducting, or collar, provides for the mounting of the deflection vanes that receive the impulse from the reaction engines, as well as ducting the airflow resultant from the combined thrust of the airfoil systems and the exhausted gases of combustion through the craft in a manner similar to that of fan or propeller driven aerodynamic ducts. A control, passenger and/or payload platform is affixed to the aforesaid concentric shaft. The aircraft takes off vertically and means are provided to cant the unit so as to travel and maneuver in the horizontal plane.

United States Patent Freeman, Jr.

[ REACTION-IMPULSE- COUN'I'ERROTATING AIRFOIL [72] Inventor: Carlos A.Freeman, Jr., P.O. Box 135,

Snow Hill, Md. 21863 22 Filed: July3l,l968

21 Appl.No.: 749,112

Primary ExaminerMilton Buchler Assistant Examiner-James E. Pittenger[451 July 18, 1972 ABSTRACT This invention relates to a self-containedflight machine that may function in and of itself as an aircraft or thatmay form a part or all of the lift and/or propulsion element or elementsof an aircraft. The invention consists of two separate airfoil systems.each borne upon and radially extending in the horizontal plane from aconcentrically located shah. about which they are driven in rotation andcounterrotation by the reaction of two or more propulsion enginesmounted upon the radial extremity of the airfoils of one of the systems;the ex haust impulse of the aforesaid engines is employed to drive theother airfoil system in counterrotation, thusly constituting an impulsereaction drive system. The drive is encompassed by an aerodynamic ductborne upon the radial extremity of the airfoils of the counterrotationsystem. This ducting, or collar, provides for the mounting of thedeflection vanes that receive the impulse from the reaction engines, aswell as ducting the airflow resultant from the combined thrust of theairfoil systems and the exhausted gases of combustion through the craftin a manner similar to that of fan or propeller driven aerodynamicducts. A control, passenger and/or payload platform is affixed to theaforesaid concentric shaft. The aircraft takes ofl vertically and meansare provided to cant the unit so as to travel and maneuver in thehorizontal plane.

15 China, 7 Drawing Figures Patented July 18, 1972 3,677,503

a Sheets-Sheet 1 Patented July 18, 1972 3 Sheets-Sheet 2 FIG. 4.

Patented July 18, 1972 3,677,503

3 Sheets-Sheet 3 FIG. 5.

REACTION-IMPUISFCOUNIERRO'IAHNG-AIRFOIL This invention relates to anaircraft which is a self-contained flight machine, and more particularlyto a counter-rotating reactiom-impulse airfoil mechanism for providinglift and aerial mobility.

An object of this invention is to provide a flight machine of superiorfuel efliciency by virtue of employing the reaction of jet propulsionengines to drive a centrally borne airfoil system in rotation and,additionally, to employ as an impulse jet the exhaust of the aforesaidreaction engine to drive a separately concentrically borne airfoilsystem in counterrotation, thusly gainfully employing that residualenergy which is wasted to the atmosphere by conventional jet propulsionmeans.

The reaction phase may be provided by foil tip mounted ram, pulse, oraccoustic jet propulsion units, or by turbo or fan jet engines; thelatter two type engines may be centrally mounted with exhaust ductedthrough the reaction impeller foils and jetted from the foil tip so asto cause rotary motion. In each of these cases, the exhausted productsof combustion from the jet propulsion engines are at extremely highvelocities relative to the linear and/or, as in this case, curvilineardisplacement of the engine; therefore, the products of combustion afterdischarge, free and clear, of the reaction engine nonle still containpotential energy in the form of momentum. Thusly, when this expelledmoving gaseous body impinges upon appropriately oriented deflectionvanes mounted in and upon a collar attached to the counterrotatingairfoil system, the latter is driven by impulse: i.e.; the change inmomentum of the high velocity jet gaseous mass is imparted to thecounterrotating system.

A simplified mathematical expression relating to jet propulsion in anyfluid medium, by which a device causes an acceleration to be imparted tothat medium as it passes through the said device or engine, isapplicable in general to all those jet propulsion reaction engineshereinbefore stipulated and is as follows: let u the velocity of theengine relative to the medium (air), m mass per second of air involved,P ram air pressure at engine intake orifice, P, pressure at engineexhaust nozzle orifice, v velocity of jet exhaust relative to engine atnozzle orifice, A, area of air intake, A, area nozzle discharge orifice,F thrust;

F= mv mu (PM P,A,) P,(A, A and it follows that the residual energy (E)%rnr(v u). it is this residual energy, unused by the reactive propulsionunit, that is delivered to and put to work by the impulse system. As theimpulse system gains in relative counterrotational velocity,acceleration from impulse decreases until the angular velocity assumes aconstant operating value.

Another object of the invention is to further increase fuel efficiencyby: (a) the secondary exhaust of the still expanding impulse gases beingchanneled to lift advantage by the geometry of the deflecting vanes; (b)the general increase in flow and density of the ambient air within thecollar structure resultant of the direct impulsion of thecounterrotating airfoils and the added flow induction effected by thereaction airfoil operation; (c) the geodynamics of the aerodynamic ductconfiguration of the counterrotating collar.

Another object of this invention is to provide a means of a gainfullyextracting the energy content from the unoxidized fuel inherent in thedischarge of ramjets in particular and, to lesser extent, with regard topulse jets, by providing deflection vanes with their lower portionscylindrically confined and of such geometry as to curve the said lowercylindrical housing, both in a convergent manner and through an angle ofvertical curvature of between 160 to I80", thusly effecting a convergentchannel through which the impulse jet issuing from the reaction enginemay pass and ram by inertial friction, and in the manner of a Venturi, aquantity of air with and in addition to the still expanding jet gaseousmass, thusly promoting further oxidation and consequent thermalexpansion through the said lower cylindrical housing and exhausting suchthrough a nozle orifice provided at the extreme lower terminus of thedeflection vane assembly.

Dependent upon such variables as quantity of unoxidized fuel in jetdischarge and rammed air volume, a backfire or premature combustivegaseous expansion may occur; in such event the reactive thrust causualof this backfire will be advantageous and add to the counterrotationalmotion of the collar by virtue of the orientation of the upper segmentof the deflection vane facing in reverse of the motion of thecounterrotating system.

Still another object of this invention is to provide an aircraft whichis an integral flight machine. This stems from the fact that allstructural components, except the payload platform and landing gear, aredynamic, functional elements of lifi, mobility and/or stability;therefore, one or more of these aerodynamic units may be incorporatedwith a single aircraft to supply all lift and mobility, or inconjunction with conventional aircrafl propulsion engines.

A further object of this invention is to create an aircraft with flightcharacteristics distinct from all other heavier-than-air craft, in that:(a) the major structural elements of the craft experience constantcentrifugal and centripetal acceleration and thereby set up theserespective forces in the plane of rotation-counterrotation, thuslyestablishing an extreme gyroscopic effect that tends to maintain theplatform and all parallel elements in level flight attitude; (b)vertical flight is effected by increasing or decreasing the angle ofattack of the reaction airfoils and directional flight along thehorizontal plane by maintaining a relative differential in angle ofattack so as to disbalance lift and cause canted flight in a desireddirection; (c) the counterrotating airfoils are usually fixed at maximumangle of attack, but may also be variably controlled, as in the case ofthe reaction airfoils; (d) the collar action, in part acting as anaerodynamic duct, tends to further stabilize the crafi, as well asadding to its lift component by virtue of the upper to lower ductpressure differential; (e) in that the platform might tend to rotate dueto the frictional transfer to torque through the support bearing, aplatform spin control mechanism is provided by a variable frictiondevice between the platform and both rotating systems, thusly permittingcontrol of the angular platform orientation in the horizontal plane.

Yet another object of this invention is to produce an aircraft which isable to take off vertically, hover, and proceed in horizontal flight incanted attitude, with the especially advantageous flight characteristicand ability to be maneuvered from flight in one direction to fullreverse flight or to flight in any compass orientation with immediacyand without the necessity of any intermediate maneuvers or throttlecontrol.

A still further object of this invention is to create an aircraft thesize, power, range and payload of which covers the broadest spectrum,from the one or two man category to large passenger or cargo craft bothfor civilian and military utilization, and in the latter as transportand/or attack craft.

Still another object of this invention is to create an aerodynamic unitthat employs the airfoils of its rotational system to create lifi and/orhorizontal flight propulsion by employing the lift phenomena, asexamplifled by an airplane wing, in combination with the phenomena ofairfoil impeller thrust as in an airscrew reaction; the predominance ofeither phenomena upon the aircraft function is governed by thedimensions, geometry and angular velocity specified for each particularunit design.

Further objects, uses and advantages of this particular invention willbecome apparent to those skilled in the art from the following ordetailed description of exemplary forms embodying the invention, itbeing understood that the aerodynamic unit and its various appurtenancesand auxiliary means may be embodied as an aircraft, or in a variety ofaircrafl, depending upon the requirements of such aircrafi. In theappended drawing:

FIG. I is a top plan view of the aircraft, with parts partly brokenaway.

FIG. 2 is a side elevation and diametric traverse section of theaircraft with parts broken away for clarity.

nun: an".

FIG. 3 is a fragmentary section through the hollow concentric shaflillustrating the bearing and attachment of principal elements and acontrol system.

FIG. 4 is a fragmentary plan view of the superior section of the controlcollar.

FIG. 5 is a fragmentary view of the lower control attachment.

FIG. 6 is a fragmentary side view illustrating the relative positioningof the propulsion unit and segments of the airfoil systems.

FIG. 7 is a fragmentary perspective side view of the deflection vanesand their regenerative sections.

Refering now to the drawings, in which like numbers refer to like parts:the air flight machine comprises a main hollow shaft 93 which isconcentric to all elements in curvilinear motion. Slip fit mounted uponand about the aforesaid shaft is the general bearing assembly 94 whichcomprises the seats of all bearing surfaces in vertical array.

The payload and navigation platform 8 is affixed to the shaft bearinghousing 94 by ball bearing collar assembly 95.

The counterrotating airfoils 2 are attached to spar II which is borneupon and about bearing seat 94 by ball bearing collar assembly 12. Inturn, the aerodynamically ducted structure I is held in position by anextension 3 of the aforesaid spar 11.

The configuration of the aerodynamically ducted collar 1 is such thatthe superior divergent section acts to channel air flow through thesystem and the lower segment thereof form a seat for the multitude ofimpulse deflection vanes 7, mounted in and about the entire lowerperiphery of the said structure I.

The discoidal fuel tank structure [3 is mounted integrally with shaft93. Within the upper inner section of this tank a sealed compartment [iiis provided, the said compartment fully encircles the tank interior.Within this encasement Ill and occupying a majority of its volume is asemi-toroidal high pressure air storage tank 108, the remainder of thiscompartment houses air compressor unit 106 and its automaticallyactivated power takeofi drive 101. The compressed air storage is usedfor starting the engines and for inducing temporary emergency rotationin the event of low level power failure. After the engines are startedand fully operating, the reduced storage air pressure having droppedbelow a given level automatically activates a piston in cylinder 107,the action of which drives power takeoff wheel 99 against flangefriction plate 98 and the relative motion of the counterrotating systemsis translated into work by wheel 99 and through the right angle geartransmission I00, thence through the slip shaft assembly 102 to thecompressor drive transmission I03. When air storage is brought to theproper pressure level, an inverse procedure automatically retracts thepower takeoff.

The rotating airfoil assembly tubular spar 44, which, in ad dition tosupporting the airfoil, serves to articulate the variable angle ofattack of the said airfoils, is projected from the inner hollow shahwall through the fuel tank and thence to a bracketed bearing at the tankperiphery; from this juncture the spar proceeds outwardly through theinterior of the airfoils 4 to which it is affixed. wherein jetpropulsion engines 6 are mounted upon the outer extremity of certain ofthe airfoils 5 of the rotational system, the engine control shaft 57 iscoaxially mounted within the aforesaid spar 44.

The landing gear structure 14 and its concentrically affixed andsupporting hollow shaft 87 are positioned and held by exterior bearing84 and interior bearing 85. In order to maintain this assemblage in thesame relative non-rotary position with that of platform 8, a coil spring88 is provided, which will permit the full swing and articulation ofcontrol collar assembly 32 and 31, but will prevent relative rotationbetween the platform and the elements of assemblage 32 and 31.

Engine control is accomplished by activating control handle 45 to one ofthree selected positions; pulled to the up position starts the enginesby causing a piston within cylinder 48 to drive hydraulic fluid throughline 50 to hydraulic slave cylinder 5], raising a piston within thiscylinder and thrusting rod 52 upward, which in turn raises slidingcollar 54 and brings the lower flange of 54 in contact with wheelbearings 55, which in turn partially revolves control shah 57 throughthe action of connecting rod 56; this action releases compressed air,fuel, and energizes the ignition firing system. A hydraulic fluid returnline 49 completes the circuit. Once the engines are started and, in thecase of ramjets, rotation has reached the degree of self-sustaining rameffect, the lever is depressed to the center position and this action istranslated to the control shaft by the aforementioned pushpull hydraulicsystem, thusly shutting off the compressed air and ignition systems andsetting fuel feed to predetermined operating flow. ln order to stop thepropulsion engines, the control handle 45 is fully depressed and againthe push-pull hydraulic system translates this action to control shaft57 which valves off all fuel flow. Tension ratchet 46 serves to holdfast the control handle setting and a guard cover 48 is provided. Asfurther illustrated in FIG. 5, hollow shaft 87, rod 59, arm 53 anddoubly flanged collar 54 are at rotational rest with platform 8 and thecontrol column 9, whereas wheel bearing 59 and its appurtenances are inrotation with the reactively driven system.

Platform spin control is manually activated by twisting handle 15 to theright or lefl, which by screw action 16 motivates a push-pull hydraulicsystem comprising master cylinder 17, circulation lines 61 and 62 and aslave cylinder located within control center 63; through this linkageright and left twists of the control handle 15 cause regulating valveslocated within control center 63 to oppositely relieve and restrict thehydraulic pressure flow in circulating lines 67 and 68, which arerespectively cyclicly connected to hydraulic pumps 64 and 69. Thesepumps are both attached to platform 8 but are each driven by theirrespective drive shafts 65 and 71 and takeoff wheels 66 and 70,respectively bearing upon the oppositely rotating systems, thusly arelative increase in the pumping system of one or the other caused by adifferential in the circulatory flow systems will be translated to theincreased torque resistance of either wheel 65 or 71, and this in turnwill cause platform 8 to experience angular displacement in thedirection of the resisting systems rotation. ln addition to manualcontrol, system 63 is provided with automatic direction control bygyroscopic orientation and corresponding valve linkage.

Vertical control is activated by positioning lever arm 2i in a planevertical to the control column 9. Control lever 2] is provided with atwist release and set handle 22 with a fixed coaxial rod and pointedtemiinus for interaction with are ratchet 18, which is protected bycover 19. The action of the vertical displacement of control lever 21 istransmitted both by its mechanical advantage and the hydraulic advantageof the push-pull hydraulic system comprised of master cylinder 24,transmission circuit lines 27 and 26, slave cylinder 28 and connectingrod 29 to sliding control collar and bearing assembly 30 and 31,translating the vertical lever displacement to vertical displacementalong the lower projection of control column 9, all the components ofthe aforesaid system being at rest with the platform 8; the ballbearings interposed between this latter assembly and collar 32 permitcollar 32 to continually rotate about the control column in thehorizontal plane while being displaced vertically. The uniform verticaldisplacement of collar 32 is transmitted by three pinion borneconnecting rods 33 equally spaced at angles of are about thecircumference of collar 32. These rods 33 transmit the action of anadvantageous push-pull hydraulic system comprised of master cylinders34, positioned immediately below the settings of connecting rods 33,transmission circuit lines 37 and 38 and slave cylinders 39. The saidaction of the push-pull hydraulic system is translated by connectingrods 40 alined by guide bearings 41 to ball socket joints 42, which areaffixed to lower control collar 43. The train of action of verticaldisplacement of collar 43 and is appendages cause tubular struts 44 tobe partially revolved about their axes and consequently vary the angleof attack of the airfoils of the reactively rotated system, therebygoverning vertical flight.

Horizontal flight control is accomplished by articulating control column9 in the manner of a joy stick. Column 9 is gimbal mounted to bellhousing 89 by hollow shaft 90, collar 9! and shaft 92; thusly thearticulation of the upper segment of column 9 alters the plane of collar31 and its ball bearing mounted outer rotating collar 32 and therespective attached elements thereto in such a manner as to translatethe alteration of its plane to a like alteration of the plane of lowercontrol collar 43 through the asymmetrical action superimposed upon thethrough the same push-pull hydraulic system as hereinbefore specifiedand defined for vertical lift control. The attitude of the alteration ofthe plane of collar 43 is such that it causes, through the respectivediffering angles of revolution of tubular spars 44, the angle of attackof those airfoils 4 and 5 passing the horizontal in-line flightdirection to be relatively decreased, and those airfoils 4 and 5 passingin a direction opposite to the horizontal line of flight to berelatively increased, and those airfoils 4 and 5 passing at right anglesto either side of the direction of the horizontal line of flight to beat equal angles of attack, this said angle to be greater than that ofthe horizontal in-line-of-flight airfoils 4 and S and less than that ofthe airfoils 4 and 5 in an opposite direction to the horizontal line offlight; this said angle of attack of the airfoils 4 and 5 is the same asthat set by the vertical control system. Thusly, horizontal flight withthe aircraft in canted position is accomplished, and this controlmechanism permits near immediate change in horizontal flight directionto any desired compass orientation, including direct change to reverseflight, with a single motion of the flight column alone. Any and allthree dimensional maneuvers are accomplished by the coordinatedarticulation of horizontal control column 9 and vertical control lever21.

Horizontal extension and reaction of landing gear elements 80 and 8] isaccomplished by raising or lowering landing gear lever 10, which ispivoted to platform 8 by shah 73, which activates the thrust of pistonrod 75 as its pinion is impelled by the displacement of slot 74; thisaction displaces hydraulic fluid from one or the other of the chambersof master hydraulic cylinder 76; the said fluid displace is transmittedthrough hydraulic circuit lines 77 and 78, which carry along bellhousing 89 through hollow shaft 90 and thence down through the interiorof control collar 9 and tubular element 87 to activate pistons withincylinders 78, which in turn extend or react rods 79 attached to element80. There are three or more supporting extensions 80 symmetrically tolocated about the axis of the aircraft. Refering in particular to H0. 7,the deflection vanes 7, wherein the nature of the jet propulsion engines6 is such that unoxidized fuel is jettisoned, or for other reasons, areso constructed as to form an enclosed, inversely curved, divergent,regenerative chamber "3, within which the incident heated gases, rammedair, and jettisoned unoxidized fuel experience secondary combustion andthermal expansion; subsequently, these products of combustion areexhaust vented through nozzle 114 in a direction opposite to thetangental motion of the counterrotating system to which the vanes areaffixed, thusly imparting an augmentary reactive thrust to thecounterrotating impulse driven system.

Concentric alinement of the aircraft is accomplished by means of varyingthreaded support 96, which is an integral part of spar ll; set screw 97is provided to lock the aforesaid adjustment.

What is claimed is:

1. An aircrafi, comprising a central vertical shaft and bearing array,upon and horizontally about which are borne, in concentric symmetry, apayload passenger platform and control assemblage, two oppositelyrotating airfoil systems respectively comprised of two or more airfoils,one system being driven in rotation by the reaction of two or more tipmounted jet propulsion engines, and the other system driven incounterrotation by the impulse of the exhausted gaseous discharge of theaforesaid jet propulsion engines which impinge upon a series ofcircumferentially disposed deflection vanes mounted upon the lowersection of an aerodynamic duct which encircles the entire unit and whichis supported and positioned thereto by being afiixed to the extremitiesof the aforestated impulse driven airfoils, the over-all geometry of theduct acting to channel air flow through the unit and to augment lift byvirtue of an air pressure differential between its upper and lowerapertures; the airfoil systems providing lift and mobility for bothvertical and horizontal flight, which is controlled by means providedfor varying the angle of attack of the airfoils of one or bothoppositely rotating systems in a symmetrical, uniform manner to affordlift for vertical flight, and in a superimposed, coordinated, variable,asymmetric manner to afford horizontal flight propulsion; a means ofcontrolling platform horizontal angular displacement by increasingfrictional resistance upon one or the other counterrotating system isprovided; a fuel tank concentrically mounted provided with means offeeding fuel by the centrifugal force causal of its rotation to therespective propulsion engines; a landing gear provided with means ofhorizontal extension and retraction so as to afford support at rest andavoid obstructing air flow in flight.

2. An aircraft of the character as stated in claim 1, wherein a means ofstarting the propulsion engines by compressed air and initial firingignition is provided.

3. An aircraft of the character as stated in claim I, wherein acompressed air storage tank, in combination with an air compressordriven by an automatically pressure controlled interrotary system powertakeoff is provided.

4. An aircraft of the character as stated in claim 1, wherein thespecial geometry of the deflection vanes provides, in addition to asurface of impingement, a partially restricted enclosure for the furtherexpansion of the heated gases and incidentally rammed air, as well asthe regenerative combustion of jettisoned unoxidized fuel and theexhaust venting of all the same at an angle of from l40 to l withrespect to the vertical plane and in opposition to the tangental motionof the counterrotating system.

5. An aircraft of the character as stated in claim 1, wherein the aboveaircraft is sindy or plurally embodied with an aircraft as anaerodynamic unit thereof.

6. An aircraft of the character as stated in claim I, wherein thereactive thrust of one rotating airfoil system is supplied by a turbo orfan jet propulsion engine centrally mounted with its high velocitygaseous discharge ducted through two or more airfoils of this system andjet exhausted therefrom with such orientation as to reactively thrustthis system in one direction and concurrently direct the exhausted gasesupon the deflection vanes, thusly driving the other airfoil system incounter rotation.

7. An aircraft of the character as stated in claim 1, wherein propulsionand lift for horizontal and/or vertical flight is augmented by, or, asin the case of horizontal flight, such may be fully supplied by,conventional propulsion means, either by jet or air screw.

8. An aircraft of the character as stated in claim 1, wherein thepayload passenger platform is borne and suspended below the unit.

9. An aircraft of the character as stated in claim 1, wherein theairfoils of the counterrotating system are mounted upon the exteriorface of the aerodynamic duct and extend radially therefrom.

it). An aircraft of the character as stated in claim 1, wherein means ofcontrolled rapid discharge of the stored compressed air through thedischarge orifice of the jet engine is provided in such a manner as toprovide temporary rotation and lift in the event of precipitous enginefailure at low altitude, and thereby afi'ord safe landing.

ll. An aircraft of the character as stated in claim I, wherein landinggear of suitable geometry and buoyancy is provided for water landings.

12. An aircrafi of the character as stated in claim 1, wherein theaerodynamic duct collar is provided with a means of mounting jetpropulsion engines in such a manner as to receive their rammed or ductedair flow supply from the outer periphery of the said collar and todischarge through the said collar tangentially to deflection vanesmounted upon and about the inner counterrotating air foil system drivenby the impulse of the discharge of the aforesaid jet propulsion engines;the aforestated outer array of jet propulsion engines may be the solereaction driven system or the outer system wherein both outer and innerair foil systems which do in fact constitute the rotating andcounterrotating systems & defined in claim 1, are in this instance eachbeing driven by reaction and at the same time their respectivedischarges are each drivin g the other by impulse.

13. An aircraft of the character as stated in claim I, wherein one orthe other or both air foil systems are only activated in uniformvariation of angle of attack solely to provide lift and wherein meansare provided to mount deflection air foils with their lateral axes inthe horizontal plane of the crafl at or near the base of the dischargeorifice of the aerodynamic duct so as to be controllably activated andangled to deflect a portion of the said duct discharge air flow in aspecific direction and thusly supply motivation and control forhorizontal flight.

M. An aircraft of the character as stated in claim I, wherein means areprovided for a second fuel tank mounted in concentric symmetry with thevertical axis of the aircraft but upon and with the counterrotatingsystem so that the aircraft will have two separate fuel tanks, eachpertaining to a distinctly rotating system, and a means of automaticallyand continuously transferring fuel to that tank which is directlysupplying fuel feed to the jet propulsion engines from the other tank insuch quantity as to maintain the respective masses of the rotating andthe counterrotating systems relatively, within limits, constant eachwith respect to the other in order to balance evenly the diametricallyopposed reactions of gyroscopic precession, acting at riyit angles tothe lefi and to the right of the couple imposed upon the vertical axisof the aircraft by the disbalanced reaction of the air foils inhorizontal canted flight attitude.

is An aircraft of the character as stated in claim I, wherein means areprovided to maintain the operator and passengers of the aircraft inproper posture with respect to the horizon when this aircraft is pitchedover by the horizontal flight control overpowering the verticalgyroscopic stability and placing the aircraft in flight attitude withits vertical axis in, or nearly in, a plane parallel with the surface ofthe earth.

1* i l 1 I

1. An aircraft, comprising a central vertical shaft and bearing array, upon and horizontally about which are borne, in concentric symmetry, a payload passenger platform and control assemblage, two oppositely rotating airfoil systems respectively comprised of two or more airfoils, one system being driven in rotation by the reaction of two or more tip mounted jet propulsion engines, and the other system driven in counterrotation by the impulse of the exhausted gaseous discharge of the aforesaid jet propulsion engines which impinge upon a series of circumferentially disposed deflection vanes mounted upon the lower section of an aerodynamic duct which encircles the entire unit and which is supported and positioned thereto by being affixed to the extremities of the aforestated impulse driven airfoils, the over-all geometry of the duct acting to channel air flow through the unit and to augment lift by virtue of an air pressure differential between its upper and lower apertures; the airfoil systems providing lift and mobility for both vertical and horizontal flight, which is controlled by means provided for varying the angle of attack of the airfoils of one or both oppositely rotating systems in a symmetrical, uniForm manner to afford lift for vertical flight, and in a superimposed, coordinated, variable, asymmetric manner to afford horizontal flight propulsion; a means of controlling platform horizontal angular displacement by increasing frictional resistance upon one or the other counterrotating system is provided; a fuel tank concentrically mounted provided with means of feeding fuel by the centrifugal force causal of its rotation to the respective propulsion engines; a landing gear provided with means of horizontal extension and retraction so as to afford support at rest and avoid obstructing air flow in flight.
 2. An aircraft of the character as stated in claim 1, wherein a means of starting the propulsion engines by compressed air and initial firing ignition is provided.
 3. An aircraft of the character as stated in claim 1, wherein a compressed air storage tank, in combination with an air compressor driven by an automatically pressure controlled interrotary system power takeoff is provided.
 4. An aircraft of the character as stated in claim 1, wherein the special geometry of the deflection vanes provides, in addition to a surface of impingement, a partially restricted enclosure for the further expansion of the heated gases and incidentally rammed air, as well as the regenerative combustion of jettisoned unoxidized fuel and the exhaust venting of all the same at an angle of from 140* to 180* with respect to the vertical plane and in opposition to the tangental motion of the counterrotating system.
 5. An aircraft of the character as stated in claim 1, wherein the above aircraft is singly or plurally embodied with an aircraft as an aerodynamic unit thereof.
 6. An aircraft of the character as stated in claim 1, wherein the reactive thrust of one rotating airfoil system is supplied by a turbo or fan jet propulsion engine centrally mounted with its high velocity gaseous discharge ducted through two or more airfoils of this system and jet exhausted therefrom with such orientation as to reactively thrust this system in one direction and concurrently direct the exhausted gases upon the deflection vanes, thusly driving the other airfoil system in counterrotation.
 7. An aircraft of the character as stated in claim 1, wherein propulsion and lift for horizontal and/or vertical flight is augmented by, or, as in the case of horizontal flight, such may be fully supplied by, conventional propulsion means, either by jet or air screw.
 8. An aircraft of the character as stated in claim 1, wherein the payload passenger platform is borne and suspended below the unit.
 9. An aircraft of the character as stated in claim 1, wherein the airfoils of the counterrotating system are mounted upon the exterior face of the aerodynamic duct and extend radially therefrom.
 10. An aircraft of the character as stated in claim 1, wherein means of controlled rapid discharge of the stored compressed air through the discharge orifice of the jet engine is provided in such a manner as to provide temporary rotation and lift in the event of precipitous engine failure at low altitude, and thereby afford safe landing.
 11. An aircraft of the character as stated in claim 1, wherein landing gear of suitable geometry and buoyancy is provided for water landings.
 12. An aircraft of the character as stated in claim 1, wherein the aerodynamic duct collar is provided with a means of mounting jet propulsion engines in such a manner as to receive their rammed or ducted air flow supply from the outer periphery of the said collar and to discharge through the said collar tangentially to deflection vanes mounted upon and about the inner counterrotating air foil system driven by the impulse of the discharge of the aforesaid jet propulsion engines; the aforestated outer array of jet propulsion engines may be the sole reaction driven system or the outer system wherein both outer and inner air foil systems which do in fact constitute the rotating and counterrotating systems as defined in claim 1, Are in this instance each being driven by reaction and at the same time their respective discharges are each driving the other by impulse.
 13. An aircraft of the character as stated in claim 1, wherein one or the other or both air foil systems are only activated in uniform variation of angle of attack solely to provide lift and wherein means are provided to mount deflection air foils with their lateral axes in the horizontal plane of the craft at or near the base of the discharge orifice of the aerodynamic duct so as to be controllably activated and angled to deflect a portion of the said duct discharge air flow in a specific direction and thusly supply motivation and control for horizontal flight.
 14. An aircraft of the character as stated in claim 1, wherein means are provided for a second fuel tank mounted in concentric symmetry with the vertical axis of the aircraft but upon and with the counterrotating system so that the aircraft will have two separate fuel tanks, each pertaining to a distinctly rotating system, and a means of automatically and continuously transferring fuel to that tank which is directly supplying fuel feed to the jet propulsion engines from the other tank in such quantity as to maintain the respective masses of the rotating and the counterrotating systems relatively, within limits, constant each with respect to the other in order to balance evenly the diametrically opposed reactions of gyroscopic precession, acting at right angles to the left and to the right of the couple imposed upon the vertical axis of the aircraft by the disbalanced reaction of the air foils in horizontal canted flight attitude.
 15. An aircraft of the character as stated in claim 1, wherein means are provided to maintain the operator and passengers of the aircraft in proper posture with respect to the horizon when this aircraft is pitched over by the horizontal flight control overpowering the vertical gyroscopic stability and placing the aircraft in flight attitude with its vertical axis in, or nearly in, a plane parallel with the surface of the earth. 